New porsche (997)
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Url here:www.autocarmagazine.co.uk/news_article.asp?na_id=207216
One of 2004’s crunch new cars, the new Porsche 911, is finally uncovered today. Autocar’s exclusive photographs of this barely disguised example reveal for the first time dramatic new details of Porsche’s reworked sports car, suggested in our artist's impression (right).
The new 911, codenamed 997 to replace today’s 996, and revealed in more detail in our gallery, will not be shown publicly until September’s Paris Motor Show before arriving at UK dealerships in October.
The most obvious change outside is the loss of the ‘runny egg’ headlamps, which revert back to a simple oval shape, although many other exterior details such as bumpers, spoilers and lights, are also modified. But the biggest changes lie under the skin and in the cabin.
Unlike the outgoing 911, which departed radically from its forerunner in every single aspect of its design and engineering, the new one is described by Zuffenhausen insiders as being very evolutionary – more along the lines of a major facelift than a completely new car.
Behind the fresh appearance, it shares crucial hard points such as the angle of its windscreen, the shape and size of its door apertures, turret line and 2350mm wheelbase with the car it replaces. It’s also extremely close to today’s 911 in size: around 4430mm long, 1765mm wide and 1305mm high.
Power for the new 911 comes from an updated version of Porsche’s familiar water-cooled 3.6-litre flat six-cylinder engine. The four-valve-per-cylinder unit has been fettled to produce around 345bhp – up 25bhp on the existing model. An even stronger version, with up to 380bhp, is rumoured to be under development for the new 911 S.
Helping make the most of the engine’s increased output is a revised six-speed manual gearbox, as used by the prototype pictured here. For the first time on the 911, buyers will also be able to pick a six-speed Tiptronic with steering wheel-mounted shift buttons.
Another significant transmission development is Porsche’s decision to offer the new 911 with an optional dual-clutch gearbox, similar to the DSG ’box pioneered by Volkswagen and Audi.
Eschewing the trend towards expensive aluminium construction, the new 911 sticks with a bodyshell fashioned predominately from steel. Careful optimisation of panel thickness has helped boost overall rigidity while allowing engineers to keep weight close to 1400kg. The 30kg increase over the outgoing 911 is largely the result of added safety measures incorporated into the front end of the floorpan, according to Autocar sources.
Despite the small increase in weight, extra power outputs should ensure the new 911 is every bit as quick as today’s model against the stopwatch. A power-to-weight ratio of about 240bhp per tonne suggests a 0-60mph time of under 5.0sec for the Carrera 2 – perhaps even faster for versions fitted with the quick-shift dual-clutch arrangement. Top speed is likely to stretch to 180mph – prototype speedometers have read up to 330kph (205mph).
Underneath, the new 911 has come in for a host of detailed changes. Included are wider tracks, revised geometry for its MacPherson strut (front) and multi-link (rear) suspension and altered elasto-kinematic properties – all designed to ensure it is every bit as engaging as its predecessor to drive.
Our first photograph inside the 997 reveals a newer, Cayenne-inspired cabin. Individually cowled dials are centred around the rev counter, but are now housed under a more distinct, single binnacle. The centre console and air vents, meanwhile, have been redesigned as a one-piece panel with a more logical layout – and look less like an afterthought as a result. There is even space for storing a mobile phone ahead of the gearlever.
Despite myriad changes, the new 911 is not expected to be lumped with sweeping price rises. Dealer sources expect the base Carrera 2 to be pitched at around £59,000. That’s up £2400 on today’s car, though much of this will be offset by improved levels of standard equipment.
One of 2004’s crunch new cars, the new Porsche 911, is finally uncovered today. Autocar’s exclusive photographs of this barely disguised example reveal for the first time dramatic new details of Porsche’s reworked sports car, suggested in our artist's impression (right).
The new 911, codenamed 997 to replace today’s 996, and revealed in more detail in our gallery, will not be shown publicly until September’s Paris Motor Show before arriving at UK dealerships in October.
The most obvious change outside is the loss of the ‘runny egg’ headlamps, which revert back to a simple oval shape, although many other exterior details such as bumpers, spoilers and lights, are also modified. But the biggest changes lie under the skin and in the cabin.
Unlike the outgoing 911, which departed radically from its forerunner in every single aspect of its design and engineering, the new one is described by Zuffenhausen insiders as being very evolutionary – more along the lines of a major facelift than a completely new car.
Behind the fresh appearance, it shares crucial hard points such as the angle of its windscreen, the shape and size of its door apertures, turret line and 2350mm wheelbase with the car it replaces. It’s also extremely close to today’s 911 in size: around 4430mm long, 1765mm wide and 1305mm high.
Power for the new 911 comes from an updated version of Porsche’s familiar water-cooled 3.6-litre flat six-cylinder engine. The four-valve-per-cylinder unit has been fettled to produce around 345bhp – up 25bhp on the existing model. An even stronger version, with up to 380bhp, is rumoured to be under development for the new 911 S.
Helping make the most of the engine’s increased output is a revised six-speed manual gearbox, as used by the prototype pictured here. For the first time on the 911, buyers will also be able to pick a six-speed Tiptronic with steering wheel-mounted shift buttons.
Another significant transmission development is Porsche’s decision to offer the new 911 with an optional dual-clutch gearbox, similar to the DSG ’box pioneered by Volkswagen and Audi.
Eschewing the trend towards expensive aluminium construction, the new 911 sticks with a bodyshell fashioned predominately from steel. Careful optimisation of panel thickness has helped boost overall rigidity while allowing engineers to keep weight close to 1400kg. The 30kg increase over the outgoing 911 is largely the result of added safety measures incorporated into the front end of the floorpan, according to Autocar sources.
Despite the small increase in weight, extra power outputs should ensure the new 911 is every bit as quick as today’s model against the stopwatch. A power-to-weight ratio of about 240bhp per tonne suggests a 0-60mph time of under 5.0sec for the Carrera 2 – perhaps even faster for versions fitted with the quick-shift dual-clutch arrangement. Top speed is likely to stretch to 180mph – prototype speedometers have read up to 330kph (205mph).
Underneath, the new 911 has come in for a host of detailed changes. Included are wider tracks, revised geometry for its MacPherson strut (front) and multi-link (rear) suspension and altered elasto-kinematic properties – all designed to ensure it is every bit as engaging as its predecessor to drive.
Our first photograph inside the 997 reveals a newer, Cayenne-inspired cabin. Individually cowled dials are centred around the rev counter, but are now housed under a more distinct, single binnacle. The centre console and air vents, meanwhile, have been redesigned as a one-piece panel with a more logical layout – and look less like an afterthought as a result. There is even space for storing a mobile phone ahead of the gearlever.
Despite myriad changes, the new 911 is not expected to be lumped with sweeping price rises. Dealer sources expect the base Carrera 2 to be pitched at around £59,000. That’s up £2400 on today’s car, though much of this will be offset by improved levels of standard equipment.
Autocar said:
......while allowing engineers to keep weight close to 1400kg. The 30kg increase over the outgoing 911 is largely the result of added safety measures ........
Peterpeter, its not a sportscar anymore is it, its a fat bloatie sitting on its fat arse 'watching' the sports drinking beer and eating chips
Correct me if im wrong, but the 901 911 came in at 1000kg.
swilly said:
......while allowing engineers to keep weight close to 1400kg. The 30kg increase over the outgoing 911 is largely the result of added safety measures ........
Peterpeter, its not a sportscar anymore is it, its a fat bloatie sitting on its fat arse 'watching' the sports drinking beer and eating chips
Correct me if im wrong, but the 901 911 came in at 1000kg.
You should post this in the Porsche forum - see if it's considered a sports car in there
Scooby,
I do like the 911, but as you suggest there has been a marked shift in focus between the 993 and 996 models.
I have always felt (but i'm no pork expert) that the 996 is 'corporatised' whilst the 993 is 'sports focused'.
1400kg for a 'sportscar' aint right, a family saloon maybe, the Ford Mondeo comes in around the 1360-1400kg kerb-weight mark.
I do like the 911, but as you suggest there has been a marked shift in focus between the 993 and 996 models.
I have always felt (but i'm no pork expert) that the 996 is 'corporatised' whilst the 993 is 'sports focused'.
1400kg for a 'sportscar' aint right, a family saloon maybe, the Ford Mondeo comes in around the 1360-1400kg kerb-weight mark.
swilly said:
Autocar said:
......while allowing engineers to keep weight close to 1400kg. The 30kg increase over the outgoing 911 is largely the result of added safety measures ........
Peterpeter, its not a sportscar anymore is it, its a fat bloatie sitting on its fat arse 'watching' the sports drinking beer and eating chips
Correct me if im wrong, but the 901 911 came in at 1000kg.
With all due respect, Low weight does not necessarily make a great sportscar.
At Bedford last saturday on a cheap £99 day,
of 100 cars, 60 were 911s. 2 were TVRs (And it wasn't a porsche club day either.)
I had a ride in a one of them a cerbera. It was one of the most disappointing cars I have ever sat in.
Poor handling, crap brakes, appalling build, and a tractor-sounding engine. I then gave the owner a ride in my c2. He was shocked at how quick it was around the track, particularly at how much traction there is through and coming out of the corners and the amazing brakes.
Ive Seen loads and loads of cars on these days and its easy to get a feel for what the "quickest" cars really are.
Elises, caterhams, 911s,Evos, 968s, are quick cars.
On most days these are the cars that are being driven the quickest.
You should come along regularly, and you can see this for yourself.
>> Edited by peterpeter on Friday 5th March 13:50
>> Edited by peterpeter on Friday 5th March 13:51
swilly said:
Scooby,
I do like the 911, but as you suggest there has been a marked shift in focus between the 993 and 996 models.
I have always felt (but i'm no pork expert) that the 996 is 'corporatised' whilst the 993 is 'sports focused'.
1400kg for a 'sportscar' aint right, a family saloon maybe, the Ford Mondeo comes in around the 1360-1400kg kerb-weight mark.
Totally agree swilly!
The porky has come to strike me as the bloke in the pub that has been there all his life ate numerous pies and survived on a diet of Beer and Crisps. Now in the winter of his life... Still like them though and as for the 996 Turbo - the most ferocious thing i have ever driven...
But the emphasis has definately moved away from balls out, arse-a-swinging, dark line leaving monster... more towards, like you say, a corporate blandmobile
GregE240 said:
Sadly the weight increase is mostly due to increased safety measures surely?
You just can't compare the two cars subjectively. I agree the 996 is a bit less visceral, raw even than a 993 or earlier but that doesn't make it any less a supercar. That you can use every day, even.
Agreed, but bear in mind that the 3.4 996 is actually lighter than the 993.
Plus on track my 996 is far quicker than my 993 ever was. I think standard ride height on the current 996 is wrong. I had mine lowered 30mm and it totally transformed the car.
swilly said:
Scooby,
I do like the 911, but as you suggest there has been a marked shift in focus between the 993 and 996 models.
I have always felt (but i'm no pork expert) that the 996 is 'corporatised' whilst the 993 is 'sports focused'.
1400kg for a 'sportscar' aint right, a family saloon maybe, the Ford Mondeo comes in around the 1360-1400kg kerb-weight mark.
...the 993 actually weighs MORE than the equivalent 996. Check the stats before you harp on about how less driver-focused the 996 is.
Hmmm. Considered your post.
Having spent the last 6 years overtaking hundreds of heavy TVR's on track (in 400/500kg sportscars), I still think TVR's are drop dead gorgeous.
I don’t hold their weight against them. Why do you against Porsche?
>> Edited by getcarter on Friday 5th March 20:13
Having spent the last 6 years overtaking hundreds of heavy TVR's on track (in 400/500kg sportscars), I still think TVR's are drop dead gorgeous.
I don’t hold their weight against them. Why do you against Porsche?
>> Edited by getcarter on Friday 5th March 20:13
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